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International Journal of Advanced Engineering Technology

E-ISSN 0976-3945

Research Article

DESIGN AND STATIC MAGNETIC ANALYSIS OF ELECTROMAGNETIC REGENERATIVE SHOCK ABSORBER


1

Rahul Uttamrao Patil, 2Dr. S. S. Gawade

Post Graduate student (Mechanical engg.), Rajarambapu Institute of technology, Rajaramnager. 2 Associate Professor, Rajarambapu Institute of Technology, Rajaramnager. ABSTRACT
It is well fact known that automobiles are inefficient, wasting over 74% of energy stored in fuel as a heat. Major energy losses are engine losses, idle & standby, braking losses, aerodynamic drag etc. Thus only 26 % of the available fuel energy is used to drive the vehicle, i.e. to overcome the resistance from road friction. One important loss is the dissipation of vibration energy by shock absorbers in the vehicle suspension under the excitation of road irregularity and vehicle acceleration or deceleration. This paper presents design and finite element analysis of an electromagnetic energy regenerative shock absorber which can efficiently recover the vibration energy wasted in vehicle suspension system. Three alternative methods to recover this waste energy are studied and compared to get best alternative i.e. electromagnetic system. In this paper, design process of electromagnetic energy regenerative shock absorber is explained with due consideration to space limitations in commercial vehicle. A static magnetic analysis is used to analyze magnetic field distribution and to obtain optimum design. A preliminary equation is proposed to predict the generation performance of regenerative shock absorber depending upon input parameters like flux or velocity. Theoretical studies are showing that 32 watts of power (8x4 = 32) can be recovered from a vehicle moving with 45 mph speed experiencing 0.25 m/s vertical velocity. KEYWORDS Energy recovery, vehicle suspension, electromagnetic, design, static magnetic analysis, magnetic field etc.

Address for Correspondence

1. INTRODUCTION The vehicle manufacturers have made costly strides to improve fuel economy. Car designers also spend great deal of effort to reduce wind drag so as to improve fuel economy through streamlined low drag vehicle body design. Manufacturers also use lighter material to reduce the weight of vehicle and ultimately to reduce fuel consumption. It is well known that automobiles are inefficient, wasting over 74% of energy stored in fuel as a heat. Major energy losses are engine losses (62.5%), idle & standby (17.2%), braking losses (5.8%), rolling resistance (4.2%) & drive line losses (5.2%), accessory usage (2.5%), aerodynamic drag (2.6%) [10]. To recover energy from 5.8 % braking losses, regenerative braking systems are developed and successfully implemented in electric vehicles. One important energy loss in automobiles is the dissipation of vibration energy in vehicle suspension system. When a vehicle travels on rough road, the vibrations are produced. These vibrations have not been yet considered for energy recovery and are wasted through conversion into thermal energy. Experiments have shown that at 90 kmph on good and average roads, 100-400 watts average power is available to recover in the suspension system of a middle-size vehicle [4]. Middle-size passenger vehicle requires 180 watt power to operate continuous loads like ignition, fuel injection and 260 watt power to operate prolonged loads like side & tail lights, head light main lamp etc [14]. Total power requirement of vehicle to operate its electrical components sum out to be 180 to 440 watts. If all the available vibration energy is recovered, it is possible to use regenerative shock absorber to charge the battery of vehicle, instead of alternator. Thus alternator load on vehicle engine can be decreased or removed completely. If say 3% of fuel efficiency of vehicle is improved by this energy recovery scheme, by considering number of vehicles in world (value app. in millions), huge amount of fuel can be saved. Thus energy recovery from suspension system is necessary to reduces fuel consumption. IJAET/Vol.III/ Issue II/April-June, 2012/54-59

Eventually it will reduce pollution of air by lesser emission of pollutant gases. 2. LITERATURE SURVEY The research about energy recovery from vehicle suspensions began more than ten years ago, first as an auxiliary power source for active suspension control, and later also as energy regenerating devices in their own accord. During the past ten years, energy recovery from vehicle vibrations has achieved great commercialization success in hybrid or electric vehicles. Some earlier efforts to recover energy from suspension areLei Zuo, et al. [1] have worked on a prototype design of Electromagnetic energy harvester for vehicle suspension. In this paper they have designed, characterized and tested a prototype retrofit regenerative shock absorber. Gupta et al, [2], (2003) has studied the available energy from shock absorbers as cars and trucks are driven over various types of roads. They fabricated two prototypes of regenerative electromagnetic shock absorber: a linear device (called as Mark 1) and a rotary device (called as Mark 2) and installed them in vehicle to study energy recovery. Goldner, et al. (2001) [3] have carried out a proof-of-concept - to evaluate the feasibility of obtaining significant energy savings by using regenerative magnetic shock absorber in vehicles. They proposed electromagnetic (EM) shock absorbers to transform the energy dissipated in shock absorbers into electrical power. P. Zhang et al. [4] have presented comprehensive assessment of the power that is available for harvesting in the vehicle suspension system and the tradeoff among energy harvesting, ride comfort, and road handing with analysis, simulations and experiments. Zhen Longxin and Wei Xiaogang [5] have modeled the structure and dimensions of a regenerative electromagnetic shock absorber in CAD software package. S. Mirzaei. et al [6] introduced a passive suspension system for ground vehicles based on a flexible Electromagnetic Shock Absorber (EMSA). They designed and provided a model of passive suspension. Bart Gysen et al., [7] have studied design aspects of an active electromagnetic suspension system for automotive

International Journal of Advanced Engineering Technology applications which combines a brushless tubular permanent-magnet actuator with a passive spring. N. Bianchi et al [8] have described the design criteria of a tubular linear motor, with interior permanent magnets. They derived key equations for the analysis of the motor, considering both slotted and slotless topologies. Babak Ebrahimi et al., [9] presented the feasibility study of an electromagnetic damper, as senor/actuator, for vehicle suspension application. They have optimized geometry of shock absorber to achieve higher electromagnetic forces and magnetic flux induced in the system. 3. Amount of energy available for recovery in a vehicle suspension:Although much initial work has been done in regenerative vehicle suspension regarding the power potential, the fundamental question is still not clear. What is the potential of harvestable power from suspension system? It is well known fact that shock absorbers are energy dissipating devices and dissipate vibration energy of vehicle in the form of heat. Thus it is possible to predict the amount of energy lost in shock absorber in vertical motion of vehicle. For this purpose, simple spring and mass model is chosen. When spring compresses and extends due to excitation supplied vehicle vibrations, energy is stored in the form of strain energy [10]. This energy in compressed spring can be given by equation
E == 1/2

E-ISSN 0976-3945

Using the value of k as 1.2 10 N/m and supporting vehicle mass approximately 1000 kg [25]; vertical displacement stores the amounts of energy in spring as shown below

Further on a good city road, vehicle experiences vibrations of amplitude 20 mm at a mean frequency of 2 Hz, keeping in mind that work is done both in compression & extension of spring, one hour drive will generates 166 wattshr energy. According to P.Zhang et al, [4] 100-400 watts power is available from the shock absorbers of a typical middle-size passenger vehicle at 90 Kmph on the good and average roads. They tested regenerative shock absorber on a super compact vehicle and found that 60 watts energy potential at 40 kmph speed on campus road. 3. ALTERNATIVE WAYS TO HARVEST ENERGY IN VEHICLE SUSPENSION:There are multiple techniques proposed for converting vibration energy of suspension system to electrical energy called transfer mechanisms. In kinetic energy recovery scheme, movements, often in the form of vibrations are converted into electrical energy. Major transfer mechanisms are piezoelectric, hydraulic and electromagnetic. In piezoelectric system, Peizo electric material is located in top part of damper of suspension system. When vehicle is excited by road bump, the upward movement of piston cause fluid to compress and strain is applied on Peizo electric material. Charge develops across the normal to direction of vehicle displacement. In Hydraulic system, pressurized oil IJAET/Vol.III/ Issue II/April-June, 2012/54-59

is passed through small turbine form pipes connected to oil chamber, causing it to rotate. Advantage of this system is that it can harvest energy in both expansion and compression cycles of shock absorber. In electromagnetic system is based on Faradays Law of electromagnetic induction. Flux associated with the coils is varied by movement of wheel, magnetic flux lines are cut & a voltage is generated. Advantage of this system is that there is no heat generation due to friction. 4. COMPARISON TO GET BEST ALTERNATIVE-ELECTROMAGNETIC SYSTEM Considering fewer parts for successful operation of energy generation, Peizo electric method is superior than other two methods. Furthermore it requires less maintenance. With more than 200 watts of power output, hydraulic system is most efficient out of three methods. Linear design of electromagnetic energy harvester system makes it possible to implement in vehicle suspension with minimum design changes. Hydraulic system is most expensive as it requires number of additional components for successful operation like turbine, hose pipes, flow meter etc. Main advantage of electromagnetic regenerative shock absorber is that possible integration with active or semi active suspension system called Electromagnetic suspension. Based on above points of comparison, it is clear that electromagnetic energy harvesting system is best suited alternative for suspension system. 5. ELECTROMAGNETIC REGENERATIVE SHOCK ABSORBER IN VEHICLE SUSPENSIONS:The concept of electromagnetic energy harvester (or regenerative shock absorber) uses the configuration of a linear generator, as shown in Fig 1.1. Shock absorber is an energy dissipating device generally used in parallel with suspension spring. It reduces the vibration generated by road surface irregularities or during acceleration and braking Vehicle may be cars, buses, trucks, trains etc. Here four wheel passenger car suspension is considered for implementation of regenerative shock absorber.

Figure 1.1: Schematic View of electromagnetic shock absorber The electromagnetic regenerative shock absorber converts the kinetic energy of vehicle vibrations between the wheel and a sprung mass into useful electrical power. The electromagnetic energy harvester consists of a magnet assembly and coil assembly. The magnet assembly is made three components -- ring shaped permanent magnets, ringshaped spacers (highly magnetic permeability) and centre rod for stacking of magnets and spacers. The magnets are arranged with their like-poles facing each other (S-N-N-S) to direct the magnetic flux lines

International Journal of Advanced Engineering Technology in outward direction, as shown in Fig 1.1. Coil assembly consists of two components coils wound around magnet keeping some gap and concentric outer cylinder (high magnetically permeable material). The coils are wound on a plastic support tube with acts as like air gap (relative permeability equal to one). Plastic tube is fitted into outer tube and firmly fixed. There is an air gap between coils and magnet to allow relative motion. Output terminal wires are connected to a bridge rectifier which converts generated voltage to rectified DC voltage. In a vehicle, coil assembly is fixed to vehicle frame and it moves up and down during vehicle vibrations on rough road. On the other hand, magnet assembly is attached to vehicle body and stationary with respect to frame. When vehicle moves over a bump, the copper coils move inside the magnetic field produced by magnets. It will cause emf generation in coils according to Faraday Law of Electromagnetic induction. Larger the bump size more will be the relative movement between magnet & coils and hence more energy will be generated. Energy generation also depends upon the speed of vehicle travel on road. More the vehicle speed more will be the vibrations and eventually more energy is generated. The weight of the electromagnetic regenerative shock absorber is estimated approximately equal to 5 kg. 6. PRIMARY EQUATION FOR REGENERATED VOLTAGE:Faradays law of electromagnetic induction states that when an electric conductor is moved through a magnetic eld, a potential difference is induced between the ends of the conductor. He proposed the principle that electromotive force (emf), induced in a conductor is proportional to the time rate of change of the magnetic ux of that conductor. The magnetic flux B from the magnet assembly radially penetrates each coil section over the height of the magnet. Therefore emf V (volt) generated by a conductor of length L (m) in the form of coils with n turns moving in a constant magnetic field B (T), at a constant velocity v (m/s) according to above law is [1] -V=nBvL Electric power is equal to product of voltage and current. Therefore it can be derived that power P is directly proportional to square of flux density B. A double increase in B results in a quadratic increase in P. Therefore, the energy harvester is designed to have high magnetic flux by using permanent magnets and using good electric conductors. 7. ELECTROMAGNETIC DESIGN OF REGENERATIVE SHOCK ABSORBER: Electromagnetic design aims to determine the dimensions of ring shaped permanent magnets (i.e. thickness, ID, OD), diameter of winding wire, number turns of coils and number of magnets, spacers & coils. It is necessary to derive proper position of magnets & coils to get maximum flux density. Simplest construction of linear electromagnetic regenerative shock absorber consists on single pair of magnet-spacer coupling and coil. Magnet-spacer coupling is placed on centre rod & coil is placed in outer tube in front of magnet-spacer coupling. Coil part is known as coil assembly and magnet part is known as magnet assembly. Here IJAET/Vol.III/ Issue II/April-June, 2012/54-59

E-ISSN 0976-3945

magnet assembly moves up and down with respect to coil assembly. Design dimensions of single magnetspacer and coil pair are applied to other similar pairs.

Fig.1.2 Cut section of the linear energy harvester & its equivalent magnetic circuit [9] An analytical approach, based on the principles of magnetic circuits, is applied to define a relationship between the design dimensions and the voltage performance. So the aim of design process is find out the dimensions of the shock absorber which gives maximum output but with volume restriction of conventional shock absorber. Solution of this magnet circuit is based on Ampere law and leads to expression for flux density in air gap in terms of ratio /m called as permanent magnet thickness ratio. From the graphs obtained for flux density for various dimensions of magnets and coils, it is concluded that maximum magnetic flux intensity in the gap occurs at ratio /m between 1.5 and 2 regardless of the values of dimensions of magnets and coil. 8. DESIGN DIMENSIONS OF MAGNETS AND COILS 8.1 Magnet assembly dimensions The magnet assembly consists of magnets, spacers. The rare-earth permanent magnets (NdFeB), are suggested due to their high magnetic density (1.21 T) and availability. The magnets are attached to centre rod. Stainless steel rod is suggested because of its high reluctance ( = 1.1 10-6 H/m) and its high tensile strength. The magnets should be arranged with like-poles facing to each other (S-N-N-S). To reduce the effects of air in decreasing the radial flux in the coil conductor, magnetically permeable mild steel spacers should be inserted between each magnet. Table 1.2 Dimensions estimated from design process for magnet assembly

8.2 Coil assembly dimensions The coil assembly consists of a plastic tube, coil windings and outer tube. The plastic tube is with high electrical resistance on which coils will be mounted. The coils were designed to align with the magnet assembly. The coil thickness, 5 mm, is determined from the space restriction of the typical shock absorber diameter. A copper coil of 210 turns and gauge of 27 AWG is required for sufficient voltage generation. Coil width is estimated to be 9 mm and

International Journal of Advanced Engineering Technology air gap of 2 mm is necessary for free motion of coil and magnets. Table 1.2 Dimensions estimated from design process for coil assembly

E-ISSN 0976-3945

9. STATIC MAGNETIC ANALYSIS Overall physical dimensions of harvester are tabulated in above section and are based on the criteria that maximum flux density occurs in coils of energy harvester. Now further improvement in flux density can be achieved by changes in material having different relative permeability. Some materials has high relative permeability e.g. mild steel has relative permeability approximately equal to 500 while other material have very low relative permeability (air has relative permeability equal to 1). By selecting proper arrangement of these high and low permeability materials it is possible to increase flux density associated with coils of harvester. This is done in electromagnetic FEM software called Magnet V7. In this software different combinations of materials with different permeabilities are analyzed for flux distribution to get optimum combination of materials giving higher flux density. MagNet v7 is a two dimensional electromagnetic FEM software for analysis of electromagnetic fields. It allows rapid modeling and prediction of the performance of any electromagnetic or electromechanical device. MagNet's solution approach is based on the highly accurate finite element method for simulating static, frequency dependent or time varying electromagnetic fields. MagNet uses the finite element technique for an accurate and quick solution of Maxwell's equations. The results those can be obtained by using MagNet software are -- magnetic flux density (), flux linkage, voltage, current, winding losses, eddy current and hysteresis losses, demagnetization etc. It is frequently used to design electric components like motor, generator, alternator, transformer etc. In linear harvester design shorter coils placed in slots outer tube surrounding the magnet-spacer coupling placed on the centre rod. Now if the materials of centre rod and outer tube are varied, following three possible combinations of harvester can be analyzed -1. M. S. centre rod and no outer cylinder (non magnetic outer part) 2. Stainless steel centre rod & no outer cylinder (non magnetic outer part) 3. Stainless steel centre rod with M S outer cylinder. In MagNet software, two dimensional model of energy harvester is created and solved statically to get flux function plot or contour plots showing flux distribution in coils. Two dimensional geometry is chosen instead of three dimensional model because harvester geometry is symmetric about the axis of centre rod and hence flux distribution in whole energy harvester is similar to flux distribution in IJAET/Vol.III/ Issue II/April-June, 2012/54-59

part of harvester. Thus results of 2-dimensional analysis are applied to three dimensional geometry of harvester. 10. RESULTS OF STATIC FLUX ANALYSIS AND COMPARISON BETWEEN THREE CASES First two flux plots shows electromagnetic FEM analysis of first two designs without outer cylinder. Lines show the variation in flux function over the geometry. Colors shows relative intensity of flux over the geometry with red being maximum density of flux & blue with minimum value of flux. By careful observation of two flux plots, it is concluded that flux lines are more linked to mild steel (M.S.) centre rod instead of copper coils in first case. Reason for this M. S. rod has higher magnetic permeability than copper wires (app. equal to 500 relative permeability). It is found that its high permeability attracted large no. of flux lines inside the rod, not in the copper coils. On the other hand, in second case flux lines are diverted towards coil side as centre rod material stainless steel material is less ferromagnetic (almost 1 relative magnetic permeability).

Fig. 1.3 2D Electromagnetic flux analysis of harvester- (a) MS center rod & no outer cylinder, (b) SS centre rod with no outer cylinder

International Journal of Advanced Engineering Technology Although the second design gives more flux than first but it possible to improve flux further by introducing ferromagnetic outer tube to cover coils. By adding outer tube of MS material (strong permeability), it is possible to pull flux from magnets towards coil side. As per the basic rule in magnetism, that flux line will choose minimum resistance path for completing their circuit. Therefore more and more flux lines will pass through less resistance path of outer tube inherently crossing over copper coils with low permeability. Thus density of magnetic flux in copper coil will increase and will be a maximum in third design. From below flux plot, it is clearly visible that flux lines have diverted from their earlier path in design 2 and concentrated towards coil side in design 3. Intensity of color is showing that flux density is shifting from centre rod to outer tube. Also it is visible that almost zero flux lines are passing through less magnetic centre rod which is good for output voltage. The increases in the flux intensity through the middle of the coils for design- 1, 2 & 3 are 0.28T, 0.31T and 0.35T respectively.

E-ISSN 0976-3945

the mechanism for variation of amplitude & frequency of excitation to simulate road profiles. Waves at different frequencies and amplitudes were modeled using mechanism in shock absorber testing machine. An oscilloscope was used to measure the output voltage, both peak and RMS values, of the shock absorber. The oscilloscope was also used to view the output waveforms generated from the shock absorber. A multimeter was used to measure current output. The regenerated voltage was in alternating current form and required to be rectified to convert it into direct current voltage so as to use in vehicle battery. At a constant frequency (1,2,4 & 6 Hz), input amplitude was incrementally increased. Output voltages were recorded. Similarly at constant amplitude, frequency is varied to get voltage. Fig 1.6 shows a overall test setup showing prototype, shock absorber machine, digital storage oscilloscope and rectifier circuit.

Fig1.4 2D electromagnetic flux analysis for stainless steel center rod and M S outer tube 11. MANUFACTURING OF ELECTROMAGNETIC REGENERATIVE SHOCK ABSORBER The full scale electromagnetic regenerative shock absorber was fabricated based on the dimensions derived in above section. The permanent magnets NdFeB (grade N32) were chosen due to their high magnetic density. Copper wire of 27 AWG were chosen to wound coils because of its superior conductivity and low resistivity.

Fig 1.6 Overall experimental setup for testing of regenerative shock absorber 13 RESULTS AND CONCLUSIONS The results of experiment carried out for the variation in regenerated voltage against in excitation frequency & amplitude shows that for input frequency 6 Hz and amplitude 20 mm, cyclic RMS voltage generated for 8 coil set of 0 phase and 8 coil set of 90 phase is 5.5 & 5.0 volts respectively. The full scale single regenerative shock absorber was able to harvest 8 W of energy at 0.250.5 m s1 RMS suspension velocity. It was also found that the frequency of the regenerated voltage does not necessarily have the same frequency as the excitation. Instead, the wave shapes of the regenerated voltage will depend on excitation frequency, amplitude and equilibrium position. The overall conclusion of this research work is that it is possible to harvest energy from vehicle vibrations travelling on a bumpy road. REFERENCES
a) Research papers 1. Lei Zuo, Brian Scully, Jurgen Shestani and Yu Zhou, Design and characterization of an electromagnetic energy harvester for vehicle suspensions, Journal of Smart Materials and Structures, Volume 19, Number 4. 2. Gupta A, Jendrzejczyk J A, Mulcahy T M and Hull J R , Design of electromagnetic shock absorbers, International Journal of Mechanics & Material Design, Volume 3, Number 3. 3. Goldner R B, Zerigian P and Hull J R, A preliminary study of energy recovery in vehicles by using regenerative magnetic shock absorbers, SAE Paper #2001-01-2071. 4. Pei-Sheng Zhang and Lei Zuo, Energy harvesting, ride comfort, and road handling of regenerative vehicle suspensions, ASME Journal of Vibration and Acoustics, 2012.

Fig 1.5 Exploded view of assembly of components 12. TESTING OF ELECTROMAGNETIC REGENERATIVE SHOCK ABSORBER A test set-up was designed to characterize the voltage output and power output of the generator at various road conditions. Shock absorber testing machine was made available by institute. The machine was having IJAET/Vol.III/ Issue II/April-June, 2012/54-59

International Journal of Advanced Engineering Technology


Zhen Longxin and Wei Xiaogang, Structure and Performance Analysis of Regenerative Electromagnetic Shock Absorber, Journal of networks, vol. 5, no. 12, December 2010 6. S. Mirzaei, S.M. Saghaiannejad, V. Tahani and M. Moallem, Electromagnetic shock absorber, Department of Electrical and Computer Engineering, IEEE 2001. 7. Bart L. J. Gysen, Jeroen L. G. Janssen, Johannes J. H. Paulides, Elena A. Lomonova, Design aspects of an active electromagnetic suspension system for automotive applications, IEEE transactions on industry applications, vol. 45, no. 5, September/October 2009. 8. N. Bianchi, S.Bolognani, F. Tone1, Design criteria of a tubular linear IPM motor, Department of Electrical Engineering, University of Padova,2001, IEEE 9. Babak Ebrahimi, Mir Behrad Khamesee, M. Farid Golnaraghi, Feasibility Study of an Electromagnetic Shock Absorber with Position Sensing Capability, IEEE 2008, Page 2988-91 10. Shakeel Avadhany, Zack Anderson, U S patent 260935, Regenerative shock absorber. b) Master or PhD thesis 11. Oly D. Paz, Design and performance of electric shock absorber, a thesis submitted for completion of Master of Science in Electrical Engineering from Agricultural and Mechanical College, Louisiana State University. 12. Babak Ebrahimi, Development of hybrid electromagnetic dampers for vehicle suspension systems, a thesis presented to the University of Waterloo for degree of Doctor of Philosophy in Mechanical Engineering. 13. Jason David Hedlund, Hydraulic Regenerative Vehicle Suspension, in partial fulfillment of the requirements for the degree of master of science from the university of Minnesota. c) Books referred 14. John C. Dixon, The Shock Absorber Handbook , Second Edition, Wiley Professional Engineering Publishing Series 15. Tom Denton, Automobile Electrical and Electronic Systems, Third edition published by Elsevier Butterworth-Heinemann, 2004. 5.

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IJAET/Vol.III/ Issue II/April-June, 2012/54-59